Transmission control



E. O. WHEATON TRANSMISSION CONTROL Filed Dec. 15, 1938 June 1, 1943.

4 Sheets-Sheet 1 Hal Uhlhauinfi June 1, 1943. E. o. WHEATON TRANSMISSIONCONTROL Filed Dec. 15, 1938 4 Sheets-Sheet 2 n mm MU n5 m U JIM I June1, 1943. E. 0. WHEATON *mzmsm'ssxou common Filed Dec. 15, 1938 4Sheets-Sheet 3 VI I .June 1, 1943. o, WHEATON 2,320,960

TRANSMISS ION CONTROL Filed Dec. 15, 19:8 4 Sheets-Sheet 4 111 I 66 XIIIJ7 *"1/4-P '23 ai Q Estel UM/heats Patented June 1, 1943 2,320,960 vTRANSMISSION CONTROL Estel 0. Wheaten. Toledo, Ohio, assignor to Kelly-Wheaton Company, Toledo,

of Ohio Ohio, a corporation Application December 15, 1938, Serial No.245,8 35

18 Claims. (Cl. i i-336.5)

This invention relates to interconnection for speed changes betweendriving and driven shafts.

This invention has utility when incorporated in transmissions includinga shiftable control and supplemental hydraulic control.

Referring to the drawings:

Fig. 1 is a side elevation, with parts broken away, of connection of theinstallation say to the internal combustion engine of a motor vehicle;

Fig. 2 is a section on the line 11-11, Fig. 1, showing the change speedtransmission features of the invention herein;

Fig. 3 is a section on the line III-HI, Fig. 2, showing the overwind ordisconnecting clutch effective when the device is thrown intointermediate speed or high;

Fig. 4 is a section on the line IV-IV, Fig. 2,

showing the driven shaft actuated fluid pump for features of thecontrol;

Fig. 5 is a section on the line V-V, Fig. 2, showing ducts and controlfeatures from the fluid pump of Fig. 4;

Fig. 6 is a section on the line VIVI, Fig. 2, showing the control ductsto the piston and cylinder devices;

Fig. 'i is a section on the line VII-VII, Fig. 2, parts being brokenaway, showing features of the valve and disk clutch;

Fig. 8 is a view on the line VIII-VIII, Fig. 2, showing features of thecam for the shifting control;

Fig. 9 is a developed view showing features of the cam mechanicalshifting control as well as the fluid control features thereof;

Fig. 10 is a view through the direct and intermediate speed fluidcontrol features involving a single direction of operation for thepistons and cylinders device instead of reversely operating as in Fig.2;

Fig. 11 is a sectional view through the transmission, wherein the valvesfor the pistons and cylinders device are disposed radially instead ofaxially with the driving shaft, there being also shown shiftable Jawclutch instead of shiftable gear and there being feature of fluid pumpcontrols omitting the adjustable discharge port feature of Fig. 5;

Fig. 12 is a section on the line XIIXII, Fig. 11, showing the ports tothe pistons and cylinders device and the valves as departing from theshowing in Fig. 6;

Fig. 13 is a section on the line XIII-XIII, Fig. 11, showing the fluidduct as departing fro the showing in Fig. 5; and

Fig. 14 is a diagrammatic showing of the fluid controls. n

Internal combustion engine i (Fig. 1) is shown with clutch pedal 2 foroperating a clutch at a fly-wheel, thereby to connect and disconnect theengine I from main driving shaft 8 in transmissionzhousing 4. From thehousing 4 extends driven shaft 5 having connecting flange 6 adapted tobe attached to a propeller shaft. Manual control 1 extends to arm 8effective to shift cam plate 9.

The housing 4 (Fig. 2) has bearing ill for the drive shaft 3. Withinthis housing 4 i pinion ii in mesh with gear l2 loose on intermediateshaft l3 parallel to the shaft 3. This intermediate shaft i3 has looselythereon gear l4 in mesh with gear i5 on helical spline l6 of the drivenshaft 5. This driven shaft 5 i mounted in bearing il inthe housing 2aligned with the bearing i0. There is additional bearing l8 insupplemental housing section I!) for this driven shaft 5. The gear i2has sleeve extension 20 along the shaft l3. This sleeve extension 20carries intermediate gear 2], reverse connecting gear 22, and has oneway or overrunning clutch 23 disconnecting from the first speed gear l4as the intermediate speed becomes effective. The cam 9 is effective tocontrol sleeve 24 handling fork 25 to shift th gear iii to the extremeposition to the left of Fig. 2 as to the splines i6 for positioning .ofthis gear i5 adjacent collar 28. Projection 21 from the sleeve 24 is atposition 28 of the cam 9 (Fig. B), and this gear I5 is in mesh withsecond intermediate shaft gear 29 effective from mesh relation with thegear 22 to actuate the driven shaft 5 in reverse direction. Furthermovement of the mechanical control I in shifting the cam 9 is effectiveto position 30. (Fig. 8), thereby locating the gear 15 in clearwaybetween the gears 22 and the gear I 4 for neutral or nondrivingrelation.

Further actuation of the control i tn this same direction acts upon thesleeve 24 in causing the projection 21 to ride from the station 30 tostation 3!. which is effective to shift the gear [5 on the driven shaft5 into mesh with the pinion l4 to have such effective at say first speedforward in being actuated from the gear i2 through the clutch 23. Anyfurther shift of the control 1 to actuate the cam 9 causes the pin 21 tolocate at stations 32, 33, with no shifting of the gear Hi from itsfirst speed forward position.

It is to be noted (Fig. 9) that the mechanical control shiftingseffective in positioning the gear iii through the stations 28, 30, 3|,are shiftings simultaneously efiective through cam face way 34 (Figs. 2,acting on pin 35 with no shifting of plunger 38. It is thus noted thatthe cam way 34 has station 37 at reverse, 38 at neutral, 39 at firstspeed forward, with no actuation for the plunger 38. However, as thecontrol I is shifted further in this general direction, station 48 iseffective to shift the plunger 38 thereby to cause plunger portion M toclose spill port 42 from the pressure fluid supply duct 43 from the pumpand simultaneously open spill port 44 having ball valve 45 held to itsseat by helical compression spring 48 as adjusted by plug 41. There isthus accumulated a pressure control for build up.

The driven shaft 5 (Fig. 4) has thereon rotary gear element 48 in meshwith gear element 49 on parallel shaft 58 in pump housing 5| enclosed bythe housing I 9. This housing 5| has suction intake way 52 for deliveryof the fluid as oil by this pump to discharge port 43. As this pressurebuilds up in the region controlled by the plunger 36, flow of pressurefluid from the pump, as coming thereto by the duct 43, may be by branch53 (Fig. 5) to ring chamber 54 in communication by radial duct 55 withaxial duct 58 in the driven shaft 5.- This pressure along the axial duct58 (Figs. 2, 7) may be through ports 51 of head 58 to valve 59. Thispressure is effective to overcome the resistance of spring 88 andthereby shift the valve 59 to open port 8| having discharge outlet 82 inthe several cylinders 83 to actuate pistons 84, thereby efiectivethrough plate 85 to act-on disks 88 having keys 81 with cylinder housingmember 88. These disks 88 are thus brought in clutch relation withintermediate disks 89 having splined connections III with sleeve II topinion I2.

In'this intermediate speed connection, the gear 2| in mesh with the gearI2 is effective through this housing 88 keyed to the driven shaft 5 toactuate this driven shaft 5 at the intermediate speed from the primemover or gas engine I.

In the event the control I is shifted to locate the pin 35 at station I3(Fig. 9) the plunger 38 has portion I8 (Fig. 5) close the port 44 andopen port I5, wherein ball valve I8 is held by compression helicalspring II as adjusted by screw plunger I8. This is desirably at a higherpressure or different pressure than the adjustment for holding the ball45 seated. This means that a the flow into the axial duct 58 may be soeffective on the valve 58 (Fig. 2) as to overcome additional spring I9as well as the spring 88. Headportion 58 thereby is effective to closethe duct 8| and the valve 59 opens the duct 88 having communication tooutlet 8| on the opposite side of the piston 84 from that as for secondspeed. The head portion 58 having closed the duct portion 8 I, the buildup of pressure in the duct 88 is effective through duct 82 to act onpistons 83 against the resistance of springs 84 and thereby throughducts 85 allow spill at ports 88 out into the housing 4 from the side ofthe pistons 84 into which the outlet 82 extends. This build up ofpressure on the opposite side of .the piston 84 effects a release of thesecond speed disk clutch 88, 59, and causes control plate 81 to act ondisks 85 keyed with the housing 88 to connect up with disks 89 keyedthrough spline 88 for direct connection of the driving shaft 3 throughthis disk clutch and the housing 88 with the driven shaft 5.

Inasmuch as the driven shaft 5 is rotating, the

I fluid pump 48, 49, continues supply, and at the overcoming ofpositioning of the ball seat 45 at second speed, there is spill by port89 (Fig. 5) into sump 98 or oil chamber in the housing I9. With theposition for high speed so that the ball 45 may be not unseated but theball 78 act for relief. the spill is then by port 9| into this sump 98.The extent of the build up of these pressures is further determined byspill duct 92 having adjustable stem 93 for main control and adjustment94 as an ultimate control independent of plunger 95 connected to control96, which may extend to convenient position for the driver of thevehicle. At this control of the plunger 95 to cut out the adjustment orcongestion as effected by the device 95, the spill through duct 92 maybe such that the build up from the hydraulic pump may be insuiiicient tohold the connection into high or direct speed forward and thus allow thefunctioning of this device automatically for dropping into second speedor even back to first speed forward, and automatically recover.

The positions for the control i may be at dash 91 (Fig. l) with controldevice 98 having spring actuated ball stop 99 to register with variousstations I88 corresponding to the positions on the cam 9. There is thusa guiding factor in control for the operator as to the position of thisdevice 98.

Duct 58 in the driven shaft 5 (Fig. 10) is shown extending to radialducts I8I directly in communication with cylinders I82 to act on seriesof pistons I83, thereby to thrust plate I84 to act on disk clutchmembers 58, 59, in connecting housing I as keyed to the driven shaft 5with sleeve I88 having overrunning clutch I81 connection with gear I88in mesh with the intermediate gear 2|. For direction connection, as thebuild up of pressure is from station 48 to station I3, this increasedpressure through the duct 58 and the radial ducts I8I into the cylindersI82 effects a further shifting of the plate I84, to shift on plates I89connected by bolts II8 against the resistance of springs I I I, inthereby causing clutch disks 88, 88, to connect this housing I85directly with the driving shaft 3. The overrlmning clutch I8'I permitsthis connection to be effective in operating the driven shaft 5.

Axial duct 55 (Fig. 11) is shown in communication with radial ducts I I2to operate pistons I I3 against compression helical springs II4, seatedin radial cylinders H5 in general housing II8 keyed with the drivenshaft 5. This build up of pressure at the lower or second speed permitsflow from the duct I I2 through ducts I I! to act on pistons H8 andthereby shift the plate 85 to effect clutching of the driven shaft withthe sleeve II fixed with the gear I2 in mesh with intermediate gear 2I,thereby effecting second speed forward. Further build up of pressureshifts head I I 9, fixed with the plunger II3, to close off the duct II!and open duct I28, thereby causing the pistons I I8 to act on the plate87 in operating disk clutch 88, 89, for direct connection of the driveshaft 3 with the driven shaft 5. This increase in pressure for the highspeed in the travel of the plunger H3 is against the resistance ofcompression helical spring I2I as in addition to the spring I I5. Thisincreased pressure in the duct I28 acts on plunger I 22 against theresistance of spring I23 and thereby opens port I24 for spill flow fromthe second speed side of the piston II8 to thus release the directconnection or high speed for function, similar to the release effectedby the pistons 83 (Figs. 2, 8).

In lieu of control fork 25 (Fig. 2) there is supplied in Fig.

11 control fork I25 acting on jaw clutch I29 to shift such from reverseeffectin gear pinion ill in one direction to first speed pinion I29 inthe reverse direction, there being an intermediate, neutral, or idleposition.

In lieu of the manually adjustable or pre-set spill-way controls 98, 9|,from the pump of this hydraulic device, there may be in duct I29 spillrestricting plugs I39 as the flow-off control (Fig. 13).

In the operation hereunder, the driver of the vehicle may have themanual control fully for interconnection and furthermore limit theextent to even cut out hydraulic control providing there is in themanual control set for Just first speed forward. In the setting of thecontrol beyond the first speed forward, the mechanically actuatedshifter in the connection between reverse, neutral, and first speedahead, due to the driving connection for the hydraulic pump 48, 49, iseffective to build up a pressure in the system of the transmission. Atthe second speed forward position, the control device 98 in locating thecam in the mechanical stations 32 does not affect any different or othershifting mechanically than the first speed forward. However, thesupplemental cam at station (Fig. 9) does affect the pressure controlaction of this hydraulic pump so that this pressure is transmittedthrough the hydraulic clutch device to connect theintermediate gear fordriving relation effective only as the pressure is built up. There isthus avoided occasion to stall the motor in this operation.

In the event the positioning of the control 98 be at station 33, it doesnot shift the gear l6 from the position at first or second speed butdoes shift the plunger 38 as controlled by the station 13. This meansthere is further build up of pressure in the hydraulic clutch schemeherein disclosed not only to release the hydraulic connection for thesecond speed but to cut in this connection for the direct connection orhigh speed forward. It is thus seen that in these interconnections asautomatically eifected in all the build up beyond first speed forwardsuch is within the control of the operator through the device 98, but asad- Justed for high speed forward such has an automatic sequence in thehydraulic clutch connections effective through the stages for the buildup,

and automatically accommodating such in the check back instances whereinthe speed may be slowed down so that the pump is not functioningsufficiently to maintain the pressure for holding in the hydraulicclutch. This is a simplified device with features of mechanical andhydraulic inter-working controls, simplified and compact in assembly forefficient operation.

The fully automatic or hydraulic control interconnection is normally atstation 13 for high and modified by the speed of the driven shaft. Avar-' iant therefrom involves omission of the control cam as to thehydraulic features, and in such instance plunger 95 (Fig. 13) may haveconnection l3! to accelerator pedal I32. The additional dash control 96,instead of being to plunger 36, is to plunger I33 effective as a manualcontrol for cutting out over pressure release valve by way of port 89.This means a building up of pressure in the duct I29 for the adjustablerelease, say from second speed as effected at ball valve 16 and spill byway of the duct 9|.

This application is a continuation-in-part of the subject-matter ofapplicant's Patent No.

2,181,647, November 28, 1939, Transmission con trol.

iii

What is claimed and it is desired to secure by United States LettersPatent is:

1. A transmission embodying a driving shaft, a driven shaft, gearingtherebetween includin an intermediate shaft parallel to the drivenshaft, a shiftable control to affect transmission connection from theintermediate shaft, a hydraulic control thereby to affect functioningchange in transmission connection between the driving and driven shaftsby varying the interconnection relation of saidgearing, a clutch devicefunctioning in response to said hydraulic control manually controllablemeans for modifying the hydraulic control, and a driven shaft responsivefluid supply for the hydraulic control, there being a duct axially ofthe driven shaft providing communication between the supply and thehydraulic'control.

2. A transmission embodying a driving shaft, a driven shaft, gearingtherebetween including an intermediate shaft parallel to the drivenshaft, a shiftable control to affect transmission connection from theintermediate shaft, a multi-stage hydraulic control to affectfunctioning change in transmission connection between the driving anddriven shafts by varying the interconnection relation of said gearing, amulti-stage clutch device functioning in response to said hydrauliccontrol, a driven shaft responsive fluid supply for the hydrauliccontrol, said hydraulic control having pressure responsive means forselecting the different stages, a cam for determining the position ofthe shiftable control, an additional cam for determining the functioningof the pressure responsive means. and an actuator for simultaneouslyshifting the cams. I

3. A transmission embodying a driving shaft, a driven shaft, gearingtherebetween including an intermediate shaft parallel to the drivenshaft, a shiftable control to affect transmission connection from theintermediate shaft, a multi-stage hydraulic control to affectfunctioning change in functioning in response to said hydraulic control,

a driven shaft responsive fluid supply for the hydraulic control, saidhydraulic control having pressure responsive means for selecting thedifferent stages, a cam for determining the positions of the shiftablecontrol for direct and neutral, an additional cam for determining thefunctioning of the pressure responsive means including additionalspeeds, and a common actuator for simultaneously shifting the cams.

4. A transmission embodying a driving shaft, a driven shaft, variablespeed gears therebetween including overrunning means for one of saidgears, shiftable means to affect transmission engagement in differentdriving connections, a driven shaft responsive fluid supply, a hydraulicdistributive system for the fluid supply including a fluid pressureresponsive distributive valve for the fluid, a multi-stage clutchdeviceactuated by the fluid supply for connecting the shafts indifferent driving relationships including direct drive includingoverrunning means for one of said gears, shiftable means to affecttransmission engagement in different driving connections, a driven shaftresponsive fluid supply, a hydraulic distributive system for the fluidsupply including a fluid pressure responsive distributive valve for thefluid, a multi-stage clutch device actuated by the fluid supply forconnecting the shafts in different driving relationships includingdirect drive connection, a fluid pressure relief valve to vary theengagement of the clutch stages and thereby automatically change thespeed relationship between the driving and driven shafts, a fluidcontrol valve for the fluid supply for limiting the automatic operationof the multi-stage clutch device, and a manual control connected to boththe shiftable means and the control valve, there being a range ofsettings for the control valve independently of the shiftable means.

6. A transmission embodying a driving shaft, a driven shaft, variablespeed gears therebetween including overrunning means for one of saidgears, shiftable means to affect transmission engagement in differentdriving connections, a

driven shaft responsive fluid supply, a hydraulic distributive systemfor the fluid supply including a fluid pressure responsive distributivevalve for the fluid, a multi-stage clutch device actuated by the fluidsupply for connecting the shafts in different driving relationshipsincluding direct drive connection, a fluid pressure relief valve to varythe engagement of the clutch stages and thereby automatically change thespeed relationship between vthe driving and driven shafts, a fluidcontrol valve for the fluid supply for limiting the automatic operationof the multi-stage clutch device, a manual control connected to both theshiftable means and the control valve having a range of settings for thecontrol valve independently of the shiftable means, and a manuallyoperable supplemental control valve for the fluid supply to affect theinterconnection of the driving and driven shafts.

7. In a transmission, a driving shaft, a driven shaft, multi-speed gearstherebetween including overrunning means for one of said gears, ashiftable control to affect transmission engagement for forward orreverse rotation of the driven shaft, a driven shaft responsive fluidsupply, a hydraulic duct system for distributing the said fluid supplyincluding a fluid pressure responsive distributive valve, a multi-stageclutch device actuated by the said driven shaft responsive fluid supplyfor connecting the driving and driven shafts in different speed ratiosincluding direct drive connection, and means responsive to the fluidsupply pressure for automatically disengaging one of the clutch stagesto permit engagement of another clutch stage and thereby vary the speedratio between the said driving and driven shafts.

8. In a transmission, a driving shaft, a driven shaft, multi-speed gearstherebetween including overrunning means for one of said gears, ashiftable control to affect transmission engagement for forward orreverse rotation of the driven shaft, a driven shaft responsive fluidsupply, a hydraulic duct system for distributing the fluid supplyincluding a fluid pressure responsive distributive valve, a multi-stageclutch device actuated by the driven shaft responsive fluid supply forconnecting thedriving and driven shafts in different speed ratiosincluding direct drive connection, means responsive to the fluid supplypressure for automatically disengaging one of the clutch stages topermit engagement of another clutch stage and thereby vary the speedratio between the driving and driven shafts, and a manually operablecontrol valve for the fluid system to limit the automatic operation ofthe multi-stage clutch device.

9. In a transmission, a driving shaft, a driven shaft, multi-speed gearstherebetween including overrunning means for one of said gears, ashiftable control to affect transmission engagement for forward orreverse rotation of the driven shaft, a driven shaft responsive fluidsupply, a hydraulic duct system for distributing the fluid supplyincluding a fluid pressure responsive distributive valve, a multi-stageclutch device actuated by the driven shaft responsive fluid supply forconnecting the driving and driven shafts in different speed ratiosincluding direct drive connections, means responsive to the fluid supplypressure for automatically disengaging one of the clutch stages topermit engagement of another clutch stage and thereby vary the speedratio between the driving and driven shafts, a control valve for thefluid system to limit the automatic operation of the multi-stage clutchdevice, and a manual control means connected with both the shiftablecontrol and the control ,valve having an independent range of settingsfor each.

10. In a transmission, a driving shaft, a driven shaft, multi-speedgears therebetween including overrunning means for. one of said gears, ashiftable control to affect transmission engagement .for forward orreverse rotation of the driven shaft, a driven shaft responsive fluidsupply, a hydraulic duct system for distributing the fluid supplyincluding a fluid pressure responsive distributive valve, a multi-stageclutch device actuated by the driven shaft responsive fluid supply forconnecting the driving and driven shafts in different speed ratiosincluding direct drive connection, means responsive to the fluid supplypressure for automatically disengaging one of the clutch stages topermit engagement of a different clutch stage and thereby vary the speedratio between the driving and driven shafts, a control valve for thefluid system to limit the automatic operation of the multi-stage clutch,a manual control means connected with both the shiftable control and thecontrol valve having an independent range of settingsfor each, and amanually operable supplemental control valve for the fluid supply toaffect the interconnection of the driving and driven shafts.

11. A transmission embodying a driving shaft,

a driven shaft, change speed gears therebetween including overrunningmeans for one of said gears, a shiftable control to affect transmissionconnection for forward or reverse rotation of the driven shaft,hydraulically actuated clutch means for connecting the shafts indifferent speeds including a direct drive connection between the shafts,a driven shaft responsive fluid supply to actuate said hydraulic clutchmeans, a hydraulic distributive system including fluid pressureresponsive valve means for automatically distributing said fluid supplyto said clutch means, a control valve for the hydraulic distributivesystem, and a manual control device connected with both the shiftablecontrol and the control valve, there being a range of settings for themanual control for positioning the shiftable control independently ofthe said control valve.

12. A transmission embodying a driving shaft, a driven shaft, variablespeed gears therebetween, shaft means for the variable speed gearsextending in the common direction of said shafts, a shiftable control toconnect certain of said gears in difierent driving relationships, adriven shaft responsive fluid supply, a. hydraulic distributive systemfor said fluid supply including a control valve, a multi-stage clutchdevice actuated by the fluid supply for connecting the shafts indifferent speeds including a direct drive connection, and a manualcontrol connected with both the shiftable control and the control valve,there being a range of settings for positioning the shiftable controland the control valve so that the driven shaft responsive fluid supplyis effective to actuate the multi-stage clutch device and automaticallyconnect the driving and driven shafts in a plurality of differentspeeds.

13. A transmission embodying a driving shaft, a driven shaft, changespeed gears therebetween including overrunning means for one of saidgears a shiftable control to affect transmission connection for forwardor reverse rotation of the driven shaft, hydraulically actuated clutchmeans for connecting the shafts in different speeds including directdrive connection between the shafts, driven shaft responsive fluidsupply to actuate said hydraulic clutch means, a hydraulic distributivesystem including fluid pressure responsive valve means for automaticallydistributing said fluid supply to said clutch means, a control valve forthe hydraulic distributive system, a manual control device connectedwith both the shiftable control and the control valve, there being arange of settings for the manual control for positioning the controlvalve independently of the shiftable control so that the driven shaftresponsive fluid supply is effective to connect automatically the saiddriving and driven shafts in a plurality of different drivingrelationships.

14, A transmission embodying a driving shaft, a driven shaft, variablespeed gears therebetween, shaft means for the variable speed gearsextending in the common direction of said shafts, a shiftable control toconnect certain of said gears in different driving relationships, adriven shaft responsive fluid supply, a hydraulic distributive systemfor said fluid supply including a control valve, a multi-stage clutchdevice actuated by the fluid supply for connecting the shafts indifferent speeds including direct drive connection, there being a rangeof independent settings for both the shiftable control and the controlvalve, whereby manual setting of the control valve will affect automaticfunctioning change in transmission connection between the driving anddriven shafts.

15. A transmission embodying a driving shaft, a driven shaft, changespeed gearing therebetween including overrunning means for one of saidgears, a shiftable control to afiect transmission connection for forwardor reverse rotation of the driven shaft, hydraulically actuated clutchmeans for connecting the shafts in different speeds including directdrive connection between the shafts, a driven shaft responsive fluidsupply to actuate said hydraulic clutch means. a hydraulic distributivesystem including fluid pressure responsive valve means for automaticallydistributing said fluid supply to said clutch means, a control valve forthe hydraulic distributive system, a manual control device connectedwith both the shiftable control and the control valve, there being arange of settings for the manual control for positioning the controlvalve independently of the said shiftable control so that the drivenshaft responsive fluid supply is effective to connect automatically thedriving and driven shafts in a plurality of different drivingrelationships, and a manually operable supplemental control valve forthe hydraulic distributive system to affect theautomatic interconnectionof the driving and driven shafts.

16. A transmission embodying a driving shaft, a driven shaft, variablespeed gears therebetween, shaft means for the variable speed gearsextending in the common direction of said shafts, a shiftable control toconnect certain of said gears in difierent driving relationships, adriven shaft responsive fluid supply, a hydraulic distributive systemfor said fluid supply including a control valve, a multi-stage clutchdevice actuated by the said fluid supply for connecting the shafts indifferent speeds including direct drive connection, a manual controlconnected with both the shiftable control and the control valve having arange of settings for positioning the shiftable control and the controlvalve so that the driven shaft responsive fluid supply is effective toactuate the clutch device and automatically connect the driving anddriven shafts in a plurality of different speed ratios, and a manuallyoperable supplemental control valve for the hydraulic distributivesystem to affect the automatic interconnection of the driving and drivenshafts.

17. A transmission embodying a driving shaft, a driven shaft, changespeed gears therebetween including overrunning means for one of saidgears, a shiftable control to effect transmission connection for forwardor reverse rotation of the driven shaft, hydraulically actuated clutchmeans for connecting the shafts in different speeds including directdrive connection between the shafts, driven shaft responsive fluidsupply to actuate said hydraulic clutch means, a hydraulic distributivesystem including fluid pressure responsive valve means for automaticallydistributing said fluid supply to said clutch means, a control valve forthe hydraulic distributive system, a manual control device connectedwith both the shiftable control and the control valve, there being a,range of settings for the manual control for positioning the controlvalve independently of the said shiftable control so that the automaticconnection of the driving and driven shafts is limited to apredetermined driving relationship.

18. A transmission embodying a driving shaft, a driven shaft, gearingtherebetween including an intermediate shaft parallel to the drivenshaft, a shiftable control in itself operable to affect transmissionconnection from the intermediate shaft, a hydraulic actuator to affectchange in transmission from the driving and driven shafts as to saidgearing, a clutch device in transmission series with the transmissionconnection and functioning in response to said hydraulic actuatortherefor, a driven shaft responsiveliquid supply of prime mover energyfor the functioning of the hydraulic actuator, and manually controllablemeans for modifying the functioning of the hydraulic actuator.

ESTEL O. WHEATON.

